Bridge plate arrangement



June 6.1961 A. R. BOQNE ETAL 3,323 7 BRIDGE PLATE ARRANGEMENT Filed June 28, 1965 6 Sheets-Sheet 1 mu: J

6 52 as; INVENTORS EUGENE w. SCHMITT ARTHUR M. BOONE GEORGE E BRIDGES WILLIAM R. SHAVER $6M June 6, 1967 A. M. BOONE ETAL 3,

BRIDGE PLATE ARRANGEMENT 6 Sheets-She et 2 Filed June 28, 1965 INVENTORS EUGENE W. SCHM/TT ARTHUR M. BOONE GEORGE E BRIDGES WILLIAM R SHAVER av fiw ATT'Y.

June 6, 1967 A. M. BOONE ETAL 3,323,472

BRIDGE PLATE ARRANGEMENT Filed June 28, 1965 6 Sheets-Sheet 5 INVENTORS EUGENE w. SCHMITT ARTHUR M. BOONE GEORGE E BRIDGES WILLIAM R. SH VER June 6, 1967 A. M. BOONE ETAL 3,323,472

BRIDGE PLATE ARRANGEMENT 6 Sheets-Sheet 4 Filed June 28, 1965 uvwzrwrons EUGENE w. SCHMITT ARTHUR M. BOONE GEORGE E BRIDGES WILLIAM R. HAVER BY ZM ATT'Y.

J1me 7 A. M. BOONE ETAL 3,

BRIDGE PLATE ARRANGEMENT Filed June 28, 1965 '6 Sheets-Sheet 5 SI 63 Y 87 E w cr: It: g

u 88 9 5' FE J I 84 j n I 62 T QM- f E 8 r; 51 n: 0 3 5E3 728 lN-VEN'TORS EUGENE W. SCHMITT ARTHUR M. BOONE GEORGE E BRIDGES WILLIAM R. SHAVER ATT'Y.

A. M. BOONE ETAL 3,323,472

BRIDGE PLATE ARRANGEMENT 6 Sheets-Sheet 6 m 99 A N a E I z: I E v 7 vAll!! June 6, 1967 Filed June 28, 1965 INVENTORS EUGENE w. SCHMITT ARTHUR M. BOONE GEORGE E BRIDGES WILLIAM R. SHAVER BY $44! ATT').

United States Patent 3,323,472 BRIDGE PLATE ARRANGEMENT Arthur M. Boone, Michigan City, 11111., George F. Bridges, Chicago, 111., William R. Shaver, Munster, Ind., and Eugene W. Schmitt, Plymouth, Mich, assignors to Pullman Incorporated, Chicago, 111., a corporation of Delaware Filed June 28, 1965, Ser. No. 467,524 4 Claims. (Cl. 105-458) The present invention relates to railway flat cars of the type used for piggyback transporting semi-trailers and the like and, more particularly, to a new and novel bridge plate arrangement for bridging the space between the ends of adjacent coupled piggyback cars so that tractors and semi-trailers may be loaded and unloaded continuously lengthwise over the coupled cars.

It is an object of the present invention to provide a bridge plate arrangement including a pair of bridging members transversely spaced along the ends of a railway fiat car to accommodate the vehicle span of the tractors and semi-trailers wherein the pair of bridge plates are each of different lengths and alternately positioned on the opposite ends of the cars so that the bridging members provide bridging between the adjacent cars with a shorter length bridge plate on one car mutually supporting an alternately positioned longer plate on the other car.

It is a further object to provide the bridge plate arrangement including a new and novel means for hingedly mounting the bridge plate members for swinging movement between an operative bridging position and an inoperative upright stored position inwardly of the end sill of the car.

It is another object taken in conjunction with the immediately foregoing object to provide a latching means for retaining the bridge plate in the stored position so as to be capable of limited swinging movement.

It is still another object taken in conjunction with the immediately foregoing object to provide the latching arrangement with a simple and easy tripable release mechanism so that the bridge plate may be readily positioned in the operative horizontal bridging position.

Additional objects and features of this invention will appear hereinafter in the specification and drawings and in the appended claims.

In the drawings:

FIG. 1 is a fragmentary plan view of the adjacent ends of two coupled railway fiat cars and showing the bridging arrangement of the present invention in the operative position thereof;

FIG. 2 is a fragmentary perspective view of the shorter one of the bridge plates fixed to an end of one of the cars and shown in the inoperative stored position thereof;

FIG. 3 is a fragmentary front elevational view of the bridge plate shown in FIG. 2 and showing in particular the latching arrangement for holding the bridge plate in the stored position.

FIG. 4 is a fragmentary side elevational view of the bridge plate and latching mechanism shown in FIG. 3;

FIG. 5 is a fragmentary plan view of the bridge plate and latching mechanism of FIG. 3;

FIG. 6 is a fragmentary side elevational view of the end of the fiat car and showing the longer of the bridge plates in the stored inoperative positions thereof;

FIG. 7 is a fragmentary front elevational view of the end of the fiat car and the bridge plate shown in FIG. 6;

FIG. 8 is a cross sectional view taken generally along the lines 8-8 of FIG. 7 and showing in particular the counter balancing arrangement of the bridge plate illustrated in FIGS. 6 and 7;

FIG. 9 is a cross sectional view taken generally along the lines 9-9 of FIG. 7 and showing in particular the hinge connection of the bridge plate to the car end;

3,323,472 Patented June 6, 1967 FIG. 10 is a cross sectional view taken generally along the lines 10-10 of FIG. 7 and showing in particular the connection of the tie bar to the bridge plate;

FIG. 11 is a cross-sectional view taken generally along the lines of 11-11 of FIG. 7 and showing in particular the releasable locking mechanism for retaining the tie bar and thereby the bridge plate in the stored position;

FIG. 12 is a fragmentary top plan view of the latching mechanism taken generally along the lines 12-12 of FIG. 11; and

FIG. '13 is a cross sectional view taken generally along the lines 1313 of FIG. 11 and showing in particular the keeper latch or lock for retaining the tie bar in the locked position.

Referring now to the drawings, there is shown the adjacent ends of two railway cars 10 and 11 coupled together by means of conventional couplers 12. Bridging the ends of the adjacent cars 11) and 11 is the bridging arrangement 13 of the present invention and including generally two pairs of bridge plates 14 and 15 fixed to each one of the ends of the cars 10 and 11. As shown, the bridge plates 14 and 15 of the two pairs are alternately positioned on the ends of the cars 10 and .11 so that the bridge plate 15 on the car 10 mates or opposes the bridge plate 14 on the car 10 mates or opposes the bridge plate 14 on the car 11 and similarly the bridge plate 14 opposes the bridge plate 15. As more fully to be explained hereinafter, the alternately opposed pairs of bridge plates 14 and 15 are constructed so as to provide mutual support for each other. Each pair of bridge plates 14 and 15 are transversely spaced to accommodate the wheel span of the semi-trailers and tractors used to haul the former over and between the cars 10 and 1.1.

As is well known, the cars 10 and 11 and the piggyback or flat car type are constructed to provide a substantially flat floor area and each comprises generally side sills 16, a center sill 17, end sills 18 and flooring 19 extending between the side sills and the center sill 17. The cars 10 and 11 as shown may each be of the cushioned underframe type having a sliding sill 20 to the ends of which there are attached couplers 12. The travel of the sliding sill 20 relative to the underframe or center sill 17 may be 20 to 30 inches in either direction. For this reason in the neutral position of the sliding sill 20 the couplers 12 extend outwardly of the end sill a considerable greater distance than in conventional uncushioned railway car construction. Accordingly, the span between the adjacent end sills 118 of the cars 11 is considerably greater and thereby requiring a greater length of bridging construction. This required greater length of bridging construction presents a problem with respect to the storage or the inoperative position of the bridge plate during transit of the cars 10 and 11. If the bridging member were to be made of a single continuous length and stored in a vertical position, the member would project above the car floor to an extent which would require a complex mounting arrangement to withstand the forces imposed on the member during transit. Horizontal storage similarly requires complex mounting structure to avoid positioning the bridging members on the flooring surface on which the semi-trailers are located. For these reasons the pairs of bridge plates 14 and 15 of the present invention are formed of different lengths of which the total length is somewhat greater than the distance or span between the end sills 18 of the coupled cars 10 and 11 and are swingably mounted for movement between a vertical stored position and a horizontal bridging position.

Referring now in particular to FIGS. 2 to 5 for a more detailed description of the shorter bridge plate 15, the bridge plate 15 comprises a plate 2.1 which spans a pair of transversely spaced side plates 22. Disposed between the side plates 22 and the underside of the plate 21 are transverse reinforcing I-beams 23. Fixed along the bottom edge of each of the side plates .22 there is a horizontal base plate 24 which is adapted to rest on a horizontal ledge 26 extending outwardly from a vertical web 27 of the end sill 18 in the bridging position of the bridge plate .15, as more fully to be explained hereinafter. Hingedly connecting the bridge plate 15 for swinging movement between the stored position shown in FIG. 2 to the bridging or operative position shown in FIG. 1 are hinge pins 29 mounted on a pair of transversely spaced hinge brackets 2828 and extending through plates 22. The hinge brackets 2828 may be secured to the horizontal ledge 26 and vertical web 27 of the end sill 18 as by welding. It is to be noted that the hinge pins 29 are located so that the plate 21 lies substantially flush with the flooring 19 of the car in the operative position thereof as shown in FIG. 1.

Holding the bridge plate in its inoperative stored position is a latching arrangement 31 comprising generally a lacth bar locking assembly 32 and a latch bar assembly 33. The latch bar locking assembly 32 includes a right angularly bent plate 34 having a web 35 fixed as by bolts to the outer side plate 22. Extending out-wardly from the web 34 is a web 36 along the outer edge of which there is formed an elongate slot 37 which is adapted to receive the locking head 38 on one end of a latch bar 39 of the latch bar assembly 33.

The latch bar assembly 33 comprises a support bracket 41 suitably fixed to the side sills 17 as by welding and having a pair of lengthwise spaced outwardly extending webs 42 formed with elongate rectangular slots 43 in which there is slidably disposed for lengthwise movement the shank of the latch bar 39. Disposed between the vertical webs 42 and encompassing the shank 44 is a coil spring 46 which is fixed at each of its ends to the shank 44. The spring 46 serves to resiliently support the latch bar 39 for lengthwise movement as more fully to be described hereinafter. Extending through the end of the shank 44 is a bolt 47.

As shown, the head 38 of the latching bar is formed with an inclined surface 48 which merges at its upper end with a substantially horizontal surface 49 which projects substantiaily above the shank 39. Formed in the head 48 and opening into the horizontal surface 49 is a substantially vertical slot 51 which is adapted to receive a locking plate 52 mounted on the bracket 34.

As shown, the locking plate 52 is pivotally connected at one end by means of a stud or pivot pin 50 to the outwardly projecting plate 36 of the bracket 34. Fixed to the top of the locking plate '52 as by welding is an outwardly projecting plate 53 to which there is clamped by means of a top plate 54 a leaf spring 56 which bears at its free end against an abutment stop 57 welded to the side web 35. The leaf spring 56 serves to resiliently bias the locking plate 52 over the opening 37 and within the slot 51 of the latch bar 39. Limiting downward movement of the locking plate 52 is a horizontal plate 59 which is fixed to the bracket as by welding.

To release the bridge plate 15 from the stored position as shown in FIG. 2, a right angular shaped handle '58 fixed to the end of the locking plate 52 remote from the pivot pin 50 is grasped and the latch or lock plate 52 is moved clockwise against the force of the leaf spring 56 and out of engagement with the notch 51 on the latch bar 39. Thereafter the bridge plate is free to be rotated about the pivots 29 clockwise as viewed in FIG. 2 to an operative horizontal position. In the horizontal operative position the support pads or plates 24 rest upon the ledge 26 of the end sill 18.

To return the bridge plate 15 to its stored position the latter is turned counterclockwise about the pivot studs 29 until the camming surface 48 on the head 38 of the latch bar 39 enters the slot 37 and engages the underside of the lock plate 52. As the bridge plate 15 is swung further counterclockwise, the plate 52 is cammed upwardly along the camming surface 48 against the force of the leaf spring 56. When the notch 51 aligns with the lock plate, the

4 latter is forced downwardly by way of the leaf spring 56 to the fully locked position shown in FIG. 2.

During transit of the railway car the bridge plate 15 is subjected to considerable jolting and forces which tend to pull the bridge plate 15 from the pivot connection 29. To cushion such forces the spring 46 yieldably supports the bridge plate 15 for limited to and fro swinging movement by way of permitting resiliently restrained longitudinal movement of the latch bar 39. The outward swinging of the latch bar 39 is limited by way of the bolt 47 abutting against the inboard bracket 42 and the inward swing by Way of the shoulder 40 on the head 38 abutting the outboard bracket 42.

Referring now to FIGS. 6-13, there is shown the arrangement for supporting the longer bridge plate 14 on the end of one of the cars 11. The bridge plate 14 comprises a substantially horizontal support plate 61 to the under side of which there is fixed a plurality of side by side and transversely spaced reinforcing ribs 62. The plate 61 may be formed as a single plate or a plurality of plates abutting along the mating transverse edge as shown, for example, in FIG. 7. Across the leading edge there is fixed a tubular or pipe member 63 which is adapted to rest on the underlying surface of the bridge plate 15 as shown in FIG. 1 in the operative bridging position.

Fixed along the opposite edge as by welding is a tubular member 64 in which there is coaxially disposed a hinge pin 66 which is turnably supported at each of its ends in trunnion brackets 67 fixed to the floor surface 19 above the end sill structure 18 as shown in FIG. 10. Holding the hinge pin 66 fixed against lateral movement relative to the trunnion brackets 67 are rectangular cap members 68. The tubular member tangentially contacts a transversely extending block 69 fixed to the floor 19. Fixed along the inboard edge of the block 69 is a ramp member 69a which serves to provide a transitional surface between the support plate 61 of the bridge plate 14 and the floor 19 when the former is in bridging position.

To assist in elevating the bridge plate 14 to its operative stored position as shown in FIGS. 7 and 8, there is provided an over-center spring arrangement 70, including as shown in FIG. 9, a spring biased plunger 70 which is supported on the under side of the flooring 19. The plunger 70 is journaled at one end in an inwardly located support bracket 71 and extends at its other end through an elongated opening 72 formed in the end sill 18. Limiting outward movement of the plunger 70 is a collar 76 which is fixed thereto inboard of the bracket 71. A housing 77 is formed between the bracket 71 and the vertical web of a cross-bearer 78 and encloses the inboard end of the plunger 70. Pivotally attached to the end of the plunger 70 extending through the opening 72 by means of a pivot stud 79 is one end of a pair of transversely spaced support arms 81 to the other end of which there is fixed an attachment plate 82 which is fixed as by welding to the under side of the bridge plate 14.

In the stored position, as shown in full lines in FIG. 8, the spring 74 is operative to force the plunger 70 outwardly through the opening 72 so that the support arms and the attachment plate 82 and thereby the bridge plate 14 are retained in their operative positions. T 0 move the bridge plate 14 to its operative position, the bridge plate 14 is swung counterclockwise as viewed in FIG. 8 so that the plunger 70 is moved inwardly against the force of the biasing spring 74. During lowering of the bridge plate 14 by swinging about the pivot 66 when the angular position is such that the weight of the bridge plate 15 is sufficient to overcome the force of the spring 74, the bridge plate 15 drops and assumes the horizontal bridging position. Conversely, during raising when the force of the spring 74 is greater than that exerted by the weight, the force of the spring 74 assistsin further elevating the bridge plate 14 to the stored position.

For holding the bridge plate 14 in its inoperative stored position there is provided a latching arrangement 83 extending along the side of the car. The latching arrangement 83 includes a tie 'bar.84 pivotally secured at one end by means of a pivot stud 86 to a bracket assembly 87 fixed to the outer one of the reinforcing ribs on the under side of the bridge plate 14, as shown in FIG. 10. The pivot stud 86 is suitably fixed to the bracket assembly 87 as by a force fit or welding. Retaining the end of the tie bar 84 on the pivot stud 86 is a washer 88 and cotter pin 89.

At its other end the tie bar 84 has fixed thereto as by welding a cylindrical member 91 which is slidable between upstanding guide-ways 92 of a lock assembly 93 as shown in FIGS. lll3. The guide-ways 92 are formed with a pair of transversely spaced bars 94 of substantially square section which are fixed to inclined webs 103 and 104 of channel members 101 and 102 projecting outwardly of and fixed to the side sill 16. Fixed to the outer surfaces of the bars 92 are plates 96 to the inner surface of each of which there is fixed a bar 97 of substantially rectilinear section. The bottom edges of the rectilinear bars 97 are spaced from the upper surfaces of the square bars 94 to provide a guiding groove 98 in which there is slidably disposed the ends of a slide pin 99 extending through the cylindrical member 91 fixed to the bottom end of the tie bar 84.

As shown, the guide-ways 92 are supported on the webs 103 and 104 so as to be inclined upwardly toward the end sill 18. Thus, in the bridging or operative position of the bridge plate 14, the slide pin 99 and cylindrical member 91 fixed to the end of the tie bar 84 are disposed in the upper end of the guideways 92 and held therein by the weight of the bridge plate 14.

During return of the bridge plate 14 to its inoperative stored position shown, the plate 14 is initially inclined so that the force of the counterbalancing spring 70 is effective to assist in raising the gate about the pivot shaft 68 to the substantially vertical position shown. During this period of swinging movement of the bridge plate 14, the circular member 91 and the slide pin 99 fixed thereto move inboard and downwardly within the guiding grooves 98 and the slide pin 99 contacts an inclined face 104 of transversely spaced lock plates 106 disposed adjacent to the sides of the bars 97. The spaced lock plates are pivotal at the respective other ends about pivot studs 108.

Upon engagement with the inclined faces 104, the lock plates 106 are pivoted about the respective pins 108 upwardly against a force of a spring 109 disposed about a rod 110 between a collar 111 and a bolt and washer arrangement 112. The rod 110 extends through an opening 113 formed in the web 105 of the bracket 102 and is fixed at its upper end to a plate 114 which extends between and is fixed as by welding between the lock plates 106. As the tie slide pin 99 continues to move rearwardly within the guide slots 98, the guide pin 99 is disposed rearwardly of hooked end portions 117 of the lock bars 106, whereupon the force of the spring 109 biases the lock plates 106 to the locked position shown in FIG. 11.

Further rearward movement of the guide pin 99 is limited by means of stops 120 fixed to the horizontal web 105 of the bracket 102 and disposed in the path of movement of the slide pin 99. The stops 120 are of sufiicient height to also serve as stops for limiting downward movement of the lock plates 106. The leading edges 121 of the stops 120 are also sufficiently spaced from the hooked end 118 to permit limited sliding movement of the slide pin 99 within the groove 98 in the locked position of the lock plates 106. In this manner the bridge plate 14 is permitted swinging movement in the inoperative stored position thereof.

To release the tie bar 84 and thereby to permit lowering of the bridge plate 14 to the operative position, there is fixed to the lock plates 106 a substantially U-shaped handle 122 which is employed to lift the lock plates 106 upwardly against the force of the biasing spring 109. Thelock plates 106 are lifted sufiiciently to permit free passage of the guide pin 99 upwardly within the guide slots 98. When the guide pin 99 is clear of the hooked end 118 the handle 122 may be released so that the lock plates 106 again assume the position shown in FIG. 11. Thereafter, when the bridge plate 14 is turned to a position in which weight thereof overcomes the force of the counter balance spring 74, the latter drops to the operative bridge position.

In connection with the operative bridge position, it is to be noted that the longer bridge plate 14 overlies the end of the shorter plate 15. Thus, the shorter bridge plate 15 provides adequate support for the longer bridge plate 14 by way of its support on the end sill 18 through the pads 24 resting on the horizontal ledges 26. At the same time the opposite end of the longer bridge plate 14 rests on the floor 19 with the tubular member engaging the block 69.

When the opposite pairs of bridge plates 14 and 15 are in the operative position, the semi-trailers and tractors are freely transported over and between the adjacent cars 10 and 11 as is required during the loading and unloading of the semi-trailers for transport on the cars.

What is claimed is:

1. In a bridge plate arrangement for bridging the space between the adjacent ends of coupled railway cars including a bridge plate mounted on the end of a railway car for swinging movement between a substantially vertical stored position and a horizontal operative bridging position, a latching arrangement for latching said bridge plate in said stored position comprising latch support means on said railway car, a latch bar mounted on said latch support means for limited lengthwise movement in a plane normal to the pivot axis of said bridge plate, resilient means disposed to coact with said latch support and said latch bar to yieldably resist said lengthwise movement of said latch bar, a latch bar locking assembly fixed to said bridge plate for movement therewith, spring biased latch plate means disposed substantially perpendicular to the plane of movement of said latch bar, said latch bar being lockingly engageable with said latch plate means when said bridge plate is in said stored position.

2. The invention as defined in claim 1 wherein said latch bar locking assembly includes a web having an open ing which receives an end portion of said latch bar, and said spring biased latch plate is lockingly engageable with said latch bar to prevent removal of said latch bar through said opening when said bridge plate is in said stored position.

3. A latching arrangement for a bridge plate which is hingedly attached adjacent the end of a railway car for swinging movement between a substantially horizontal bridging position and a substantially upstanding stored position, said latching arrangement comprising a tie bar hingedly connected at one end to said bridge plate intermediate the length thereof, longitudinally extending guide means fixed to the side of said car, said guide means including a pair of transversely spaced guiding grooves, said tie bar at the other end thereof having a slide pin slidable and turnable within said spaced guide grooves, and releasable locking means including a pair of transversely spaced locking plates lying in the path of movement of said respective ends of said slide pin, said locking plates each being pivotally connected at one end so that upon engagement of said slide pin with the other end of said locking plates during swinging movement of said bridge plate to said upstanding position said locking plates are turned about said pivot means, said locking plates each further including a hook portion engageable over said respective ends of said slide pin for retaining said bridge plate in said substantially upstanding position, and spring means biasing said lock plates in said path of movement of said slide pin within said guide means.

4. The invention as defined in claim 3 wherein said arrangement includes a counterbalancing arrangement comprising a bar attached to the under side of the railway car, said bar being mounted for lengthwise movement and having an end extending outwardly of the end of said car, spring means biasing said bar inboard of the end of said car, and lever means pivotally connected at one end to said outwardly extending end of said bar and fixed at the other end to the under side of said bridge plate.

References Cited UNITED STATES PATENTS Strader 296-57 X Ario 29635 Wood 29657 De Grandpre 105-414 Thompson 105-458 Gutridge 105-458 Boone et a1 105-458 10 ARTHUR L. LA POINT, Primary Examiner.

D. E. HOFFMAN, Assistant Examiner. 

1. IN A BRIDGE PLATE ARRANGEMENT FOR BRIDGING THE SPACE BETWEEN THE ADJACENT ENDS OF COUPLED RAILWAY CARS INCLUDING A BRIDGE PLATE MOUNTED ON THE END OF A RAILWAY CAR FOR SWINGING MOVEMENT BETWEEN A SUBSTANTIALLY VERTICAL STORED POSITION AND A HORIZONTAL OPERATIVE BRIDGING POSITION, A LATCHING ARRANGEMENT FOR LATCHING SAID BRIDGE PLATE IN SAID STORED POSITION COMPRISING LATCH SUPPORT MEANS ON SAID RAILWAY CAR, A LATCH BAR MOUNTED ON SAID LATCH SUPPORT MEANS FOR LIMITED LENGTHWISE MOVEMENT IN A PLANE NORMAL TO THE PIVOT AXIS OF SAID BRIDGE PLATE, RESILIENT MEANS DISPOSED TO COACT WITH SAID LATCH SUP- 